Side-by-side diesel utility vehicle

ABSTRACT

A utility vehicle comprises a plurality of ground engaging members and a frame supported by the plurality of ground engaging members. The frame includes a front frame portion, a mid-frame portion, and a rear frame portion. The utility vehicle further comprises an attachment supported at the front frame portion. Additionally, the utility vehicle includes an operator area supported by the frame and including an operator seat and an adjacent passenger seat spaced apart from the operator seat. The operator seat and the passenger seat are in a side-by-side arrangement. The utility vehicle also comprises an auxiliary power assembly having an attachment shaft configured to be operably coupled to the attachment. The attachment shaft extends in a generally longitudinal direction of the utility vehicle and projects outwardly from the front frame portion.

BACKGROUND OF THE DISCLOSURE

The present disclosure generally relates to side-by-side utilityvehicles and, more particularly, to side-by-side utility vehicleconfigured to support at least front-end attachments.

Generally, all terrain vehicles and utility vehicles are used to carryone or two passengers and cargo over a variety of terrains. Typically,the cargo is carried in a rear cargo box of such vehicles.Alternatively, BOBCAT brand utility vehicles include a hydraulic systemhaving a RAPID LINK brand hydraulic attachment system which couplesattachments to a front end of the utility vehicle. Utility vehicles alsomay include a winch or hitch assembly to carry additional loads.

Exemplary utility vehicles configured to support at least one passengerand cargo are available from Polaris Industries Inc. of Medina, Minn.,and are disclosed in U.S. Pat. No. 7,819,220, issued on Oct. 26, 2010;U.S. Provisional Patent Application No. 61/442,071, filed on Feb. 11,2011; U.S. patent application Ser. No. 13/1370,139, filed on Feb. 9,2012; U.S. patent application Ser. No. 13/464,603, filed on May 4, 2012;U.S. patent application Ser. No. 13/492,589, filed on Jun. 8, 2012; andInternational Patent Application No. PCT/US2011/031376, filed on Apr. 6,2011, the complete disclosures of which are expressly incorporated byreference herein.

SUMMARY OF THE DISCLOSURE

In one embodiment described herein, a utility vehicle comprises aplurality of ground engaging members and a frame supported by theplurality of ground engaging members. The frame includes a front frameportion, a mid-frame portion, and a rear frame portion. The utilityvehicle further comprises an attachment supported at the front frameportion. Additionally, the utility vehicle includes an operator areasupported by the frame and including an operator seat and an adjacentpassenger seat spaced apart from the operator seat. The operator seatand the passenger seat are in a side-by-side arrangement. The utilityvehicle also comprises an auxiliary power assembly having an attachmentshaft configured to be operably coupled to the attachment. Theattachment shaft extends in a generally longitudinal direction of theutility vehicle and projects outwardly from the front frame portion.

A further embodiment of the present disclosure includes a cab of autility vehicle comprising a plurality of ground engaging members and aframe supported by the ground engaging members. The frame includes afront frame portion and a rear frame portion. Additionally, the utilityvehicle comprises an attachment supported by the front frame portion andan engine supported by the rear frame portion. The utility vehiclefurther comprises an auxiliary power assembly including an attachmentshaft operably coupled to the attachment and to the engine. The engineis configured to directly transmit power to the attachment shaft tooperate the attachment.

Another illustrative embodiment of the present disclosure includes a cabassembly of a utility vehicle comprises a plurality of ground engagingmembers and a frame supported by the ground engaging members. The frameincludes a front frame portion and a rear frame portion. Additionally,the utility vehicle comprises an engine supported by the frame and anoperator area supported by the frame. The operator area includes anoperator seat and a passenger seat. The utility vehicle also comprises ashear panel positioned forward of the operator area and coupled to thefront frame portion. The utility vehicle further comprises a heating,ventilation, and air condition (“HVAC”) system supported by the frameand positioned rearward of the shear panel.

The above mentioned and other features of the invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front left perspective view of an exemplary utility vehicleof the present disclosure;

FIG. 2 is a rear right perspective view of the vehicle of FIG. 1;

FIG. 3 is a rear left perspective view of the vehicle of FIG. 1;

FIG. 4 is a left side view of the vehicle of FIG. 1;

FIG. 5 is a right side view of the vehicle of FIG. 1;

FIG. 6 is a rear view of the vehicle of FIG. 1;

FIG. 7 is a right front perspective view of a frame assembly of thevehicle of FIG. 1, supporting at least a heating, ventilation, and airconditioning system, and a powertrain system;

FIG. 8 is a front left perspective view of the frame assembly of FIG. 7;

FIG. 9 is a rear right perspective view of the frame assembly of FIG. 8;

FIG. 10 is an exploded view of the frame assembly of FIG. 8;

FIG. 11 is an exploded view of the frame assembly of FIG. 9;

FIG. 12 is a front left perspective view of a front portion of the frameassembly of FIG. 8, including a shear panel;

FIG. 13 is a left side view of the front portion of the frame assemblyand the shear panel of FIG. 12;

FIG. 14 is a rear right perspective view of the front portion of theframe assembly and the shear panel of FIG. 12;

FIG. 15 is a left side view of the frame; the heating, ventilation, andair conditioning system; and the powertrain system of FIG. 7;

FIG. 16 is a right rear perspective view of the heating, ventilation,and air conditioning system of FIG. 15;

FIG. 17 is a front left perspective view of the heating, ventilation,and air conditioning system of FIG. 16;

FIG. 18 is a rear left perspective view of the heating, ventilation, andair conditioning system of FIG. 17;

FIG. 19 is an exploded view of the shear panel of FIG. 12 and anevaporator of the heating, ventilation, and air conditioning system ofFIG. 18;

FIG. 20 is a top plan view of a rear end of the vehicle of FIG. 6,including a rear suspension assembly, a portion of the powertrainsystem, and an air intake system;

FIG. 21 is a rear left perspective view of the air intake system of FIG.20;

FIG. 22 is a front perspective view of an air box of the air intakesystem of FIG. 20;

FIG. 23 is a front left perspective view of the frame assembly and thepowertrain system of FIG. 7, and including an auxiliary power systemoperably coupled to a portion of the powertrain system;

FIG. 24 is a left side view of a portion of the powertrain system andthe auxiliary power system of FIG. 23;

FIG. 25 is a top plan view of the frame assembly, a portion of thepowertrain system, and the auxiliary power system of FIG. 24;

FIG. 26 is a cross-sectional view of an attachment shaft of theauxiliary power system and a drive shaft of the powertrain system;

FIG. 27 is a left front perspective view of the auxiliary power systemof FIG. 25;

FIG. 28 is a rear right perspective view of a bell housing assembly forsupporting the powertrain system and the auxiliary power system;

FIG. 29 is a front left perspective view of the bell housing of FIG. 27;

FIG. 30 is a front right perspective view of the hydraulic system, lessthe steering system;

FIG. 31 is a front right perspective view of the major components of thehydraulic system;

FIG. 32 is a top view showing the hydraulic system of FIG. 31;

FIG. 33 is a rear view of the engine and hydraulic pump;

FIG. 34 is a left side view of the engine and hydraulic pump of FIG. 33;

FIG. 35 is a front left exploded view of the engine and hydraulic pump;

FIG. 36 is a rear right perspective view of the engine and hydraulicpump;

FIG. 37 is a front left perspective view of the drive control mechanismfor the vehicle;

FIG. 38 shows a top perspective view of the drive control mechanism ofFIG. 37 less the engine;

FIG. 39 is a rear right perspective view of the drive control mechanismof FIG. 38;

FIG. 40 shows an enlarged view of the treadle pedal attached to theframe;

FIG. 41 shows an underside perspective view of the treadle pedalattached to the frame;

FIG. 42 shows a rear view of the treadle pedal as attached to the frame;

FIG. 43 shows a front right perspective view of the control mechanismfor the hydraulic pump;

FIG. 44 shows an exploded view of the control mechanism shown in FIG.43;

FIG. 45 shows a perspective view of the hydraulic steering system of thepresent disclosure;

FIG. 46 shows an enlarged and exploded view of the hydraulic steeringgear;

FIG. 47 shows a front right perspective view of the implement controls;

FIG. 48 shows hydraulic cable management grommets;

FIG. 49 shows a front left perspective view showing the vehicle rearsuspension system;

FIG. 50 shows a view similar to that of FIG. 49 showing the rearsuspension system removed from the frame;

FIG. 51 shows an exploded view of the rear suspension system of FIG. 50;

FIG. 52 shows a rear view of the rear suspension system of FIG. 50;

FIG. 53 is a cross-sectional view through lines 53-53 of FIG. 50;

FIG. 54 is a cross-sectional view through lines 54-54 of FIG. 50;

FIG. 55 is a cross-sectional view through lines 55-55 of FIG. 50; and

FIG. 56 is a block diagram of an exemplary electrical system of thevehicle of FIG. 1 including a vehicle controller;

FIG. 57 is a bottom perspective view of a seat of the vehicle of FIG. 1including a seat switch;

FIG. 58 is a flow chart of an exemplary operation of the vehiclecontroller of FIG. 56 for configuring vehicle settings based on adetected attachment; and

FIG. 59 is a flow chart of an exemplary cruise control operation of thevehicle controller of FIG. 56.

DETAILED DESCRIPTION OF THE DRAWINGS

Corresponding reference characters indicate corresponding partsthroughout the several views. Unless stated otherwise the drawings areproportional. The embodiments disclosed below are not intended to beexhaustive or to limit the invention to the precise forms disclosed inthe following detailed description. Rather, the embodiments are chosenand described so that others skilled in the art may utilize theirteachings. While the present disclosure is primarily directed to autility vehicle, it should be understood that the features disclosedherein may have application to other types of vehicles such asall-terrain vehicles, motorcycles, watercraft, snowmobiles, peoplemovers, and golf carts.

With reference to FIGS. 1-6, a utility vehicle 2 generally includes aframe assembly 4 supported by a plurality of ground engaging members,for example front wheels 6 and rear wheels 8. Utility vehicle 2 includesa front end 10 having a hood 12 and side body panels 14. Utility vehicle2 also may include an attachment 16 supported at front end 10, as isdetailed further herein. A rear end 18 of utility vehicle 2 includes autility cargo box 20.

Attachment 16 may be a mower, a winch, a snowblower, a sweeper, forks, abucket, a digging device, or other devices for ground maintenance and/oragricultural and construction uses. Attachment 16 may be easily removedfrom utility vehicle 2 in order to mount another attachment thereto. Assuch, utility vehicle 2 is versatile and may be appropriate for varioususes. Attachment 16 may be powered by an auxiliary power system 300, forexample when attachment 16 is a mower or a blower. Alternatively,attachment 16 may be mechanically operated without input from auxiliarypower system 300, such as when attachment 16 includes forks or a bucket.

An integrated operator cab 30 is supported on frame assembly 4 betweenfront end 10 and rear end 18 and illustratively encloses an operatorarea 32 (FIGS. 3-5). A roll cage 22 surrounds operator cab 30 and maysupport a front windshield 40, doors 42, a roof 44, and a rearwindshield 46, all of which may be removably coupled from roll cage 22.Additional components may be included for the comfort of the driver,such a windshield wiper (not shown), speakers and/or lighting (notshown) on an inner surface of roof 44, and windows 48 on doors 42.Additional features of operator cab 30 and roll cage 22 are disclosed inU.S. Provisional Patent Application No. 61/442,071, filed on Feb. 11,2011; U.S. patent application Ser. No. 13/1370,139, filed on Feb. 9,2012; U.S. patent application Ser. No. 13/464,603, filed on May 4, 2012;and U.S. patent application Ser. No. 13/492,589, filed on Jun. 8, 2012,the complete disclosures of which are expressly incorporated byreference herein.

Operator area 32 comprises a seating assembly 24 having at least anoperator seat 26 and a passenger seat 28 in a side-by-side arrangement(shown best in FIG. 25). Operator seat 26 includes a seat bottom 26 aand a seat back 26 b, and passenger seat 28 includes a seat bottom 28 aand a seat back 28 b. Storage containers (not shown) may be positionedunder operator seat 26 and/or passenger seat 28.

Operator controls, such as a steering wheel and throttle controls, aresupported within cab 30, as is further detailed herein. The operatorcontrols may be positioned on and within a dashboard 49 of operator cab30. The operator controls are configured to monitor, operate, andcontrol the various systems of utility vehicle 2, such as a heating,ventilation, and air conditioning (“HVAC”) system 150 (FIGS. 15-18), anauxiliary power system 300 (FIGS. 23-29), a powertrain system 518 (FIG.7), a hydraulic system 500 (FIG. 30), and an electrical system 1300(FIG. 56).

Referring to FIGS. 7-14, frame assembly 4 supports the systems ofutility vehicle 2, such as HVAC system 150 (FIGS. 15-18), a coolingsystem 200 (FIGS. 16 and 17), an air intake system 250 (FIGS. 20-22),powertrain system 518 (FIG. 7), auxiliary power system 300 (FIGS.23-29), hydraulic system 500 (FIG. 30), and electrical system 1300 (FIG.56). Frame assembly 4 further supports a front suspension assembly 140,shown in FIG. 1, which includes an upper alignment arm 142, a loweralignment arm 144, and a shock absorber 146. Shock absorber 146 may bespring coils or may be hydraulically operated. Frame assembly 4 furthersupports a rear suspension assembly 1000, which is further detailedherein

Frame assembly 4 generally includes a front frame portion 50, amid-frame portion 52, and a rear frame portion 54. The length along alongitudinal axis L between front frame portion 50 and rear frameportion 54 of illustrative frame assembly 4 may be approximately 84inches. A plurality of lower longitudinal frame tubes 60 extendgenerally lengthwise between front frame portion 50 and rear frameportion 54. Illustratively, lower longitudinal frame tubes 60 eachinclude a front portion 60 a and a rear portion 60 b, which flaresoutwardly from front portion 60 a. An outer frame member 62 ispositioned laterally outward from lower longitudinal frame tubes 60.More particularly, a front portion 62 a of outer frame member 62 isadjacent to, and couples with, front portion 60 a, and a rear portion 62b of outer frame member 62 is spaced apart from rear portion 60 b oflower longitudinal frame tube 60. A cross tube 64 extends between lowerlongitudinal frame tubes 60 and outer frame member 62. A frame channel66 integrally couples each longitudinal frame tube 60 with the adjacentouter frame member 62. Brackets 67 are integrally coupled to framechannel 66 as described further herein.

A removable frame portion 70 is attached to each outer frame member 62by way of a bracket 72. As shown best in FIGS. 10-13, removable frameportion 70 has a lower frame portion 70 a, a vertically upstandingportion at 70 b, and an upper angled portion 70 c. Removable frameportion 70 further includes gussets 74 and conventional fasteners 75 forcoupling upper angled portions 70 c with a front transverse brace 76.Additionally, lower rails 68 are coupled to removable frame portions 70.

Referring to FIGS. 8 and 9, a front panel 78 also is coupled to upperangled portions 70 c with gussets 74 and fasteners 75. Front panel 78may be coupled to front transverse brace 76 with additional conventionalfasteners, such as bolts, welds, rivets, and/or adhesive. Roll cage 22and windshield 40 are mounted to front panel 78. Additionally, fronttransverse brace 76 is coupled to a bracket 79 for supporting dashboard49 within operator cab 30, as shown in FIGS. 10-12.

With respect to FIGS. 10-13, front transverse brace 76 further supportsframe tubes 80 at front frame portion 50. As shown best in FIG. 12,frame tubes 80 extend in a forward direction from brace 76 and include agenerally horizontal portion 80 a and a generally vertical portion 80 b.In particular, horizontal portion 80 a is coupled to brace 76 andgenerally vertical portion 80 b extends downwardly and couples withlower longitudinal frame tubes 60. Frame tubes 80 include gussets 82 forremovably mounting attachment 16. A front support plate 83, having anopening 84, is mounted to frame tubes 80 and lower longitudinal frametubes 60 to further support attachment 16.

As shown in FIG. 12, a cross-member 86 extends between frame tubes 80and illustratively is positioned forward of front transverse brace 76and rearward of front support plate 83. As shown best in FIGS. 12-14, ashear panel 88, having an opening 89, couples with cross-member 86 andis angled rearwardly therefrom. The lower portion of shear panel 88couples with lower longitudinal frame tubes 60 and/or outer framemembers 62. Shear panel 88 also couples with support plate 83 throughbraces 87 (FIG. 13). By coupling shear panel 88 between frame tubes 80,the torsional stiffness of frame assembly 4 is increased. Additionally,by angling shear panel 88 downwardly, as shown in FIG. 13, heat isdeflected away from cab 30. Illustrative shear panel 88 is flat, stampedsheet metal that increases the rigidity and strength of frame assembly 4in at least one direction. Shear panel 88 also may partition wiring ofelectrical system 1300 on the outside of utility vehicle 2 from wiringon the inside of utility vehicle 2. Opening 89 may allow wires, coolingtubes, hydraulic hoses, and other conduits to pass to and from front end10 of utility vehicle 2.

As detailed above, gussets 82 and cross-member 86 provide a mountingsurface for attachment 16. Therefore, with respect to FIG. 12, it isapparent that shear panel 88 is rearward of gussets 82 and also isrearward of attachment 16 when mounted to front frame portion 50. Shearpanel 88 may support at least a portion of the load of attachment 16.Additionally, shear panel 88 may support a portion of HVAC system 150,as is further described herein.

As shown in FIG. 14, a tunnel member 132 is coupled to shear panel 88and cross tubes 64 (FIG. 10). Tunnel member 132 includes walls 134 and atop surface 136. Walls 134 are coupled to top surface 136 to define alower channel 138 below top surface 136, as is detailed further hereinin FIG. 26. Additionally, walls 134 extend above top surface 136 todefine an upper channel 139 above top surface 136. Upper channel 139supports a wiring harness, cooling tubes, hydraulic hoses, and otherconduits, as is detailed further herein and in U.S. Provisional PatentApplication No. 61/442,071, filed on Feb. 11, 2011; U.S. patentapplication Ser. No. 13/1370,139, filed on Feb. 9, 2012; U.S. patentapplication Ser. No. 13/464,603, filed on May 4, 2012; and U.S. patentapplication Ser. No. 13/492,589, filed on Jun. 8, 2012, the completedisclosures of which are incorporated by reference herein. Additionally,tunnel member 132 includes a symbol 133 on top surface 136 thatindicates a starting point for the wiring harness or the other tubes andhoses that are supported in upper channel 139. Symbol 133 may be anopening in tunnel member 132, or may be an etched or notched portion oftop surface 136 of tunnel member 132. When the initial wiring harness iscoupled to tunnel member 132 at symbol 133, the remainder of the wiringharness and/or other wiring harnesses is easily aligned with the initialwiring harness. Illustratively, symbol 133 is a stamped triangle,however, symbol 133 may be any indication that assists the assemblyprocess of utility vehicle 2.

Referring to FIGS. 8-11, mid-frame portion 52 of frame assembly 4includes a seat frame portion 90 having transversely extending frametubes 92 and 94 supported by upstanding braces 96 and diagonal braces98. Seat frame portion 90 supports operator seat 26 and passenger seat28 within operator area 32. Adjacent seat frame portion 90, supportposts 100 extend upwardly from outer frame members 62 and are coupled toa transverse beam 102. Support posts 100 also couple with diagonalbraces 98 through braces 115. Transverse beam 102 is removable from post100 and also includes an upper mounting area or flange 104.

As best shown in FIG. 2, mid-frame portion 52 of frame assembly 4further includes a skid plate 122 that extends between outer framemembers 62. Skid plate 122 includes a center portion 124 and laterallyextending side panels 126 integrally coupled thereto. Center portion 124couples with front portion 60 a of lower longitudinal frame tubes 60,and side panels 126 couple with outer frame members 62. Side panels 126include a plurality of apertures 128, which reduce the weight of frameassembly 4 and allow heat from powertrain system 518 to dissipate fromutility vehicle 2. Center portion 124 includes a channel member 130 thatextends forward toward front frame portion 50 and is positioned belowtunnel member 132, as is detailed further herein.

With respect now to FIGS. 9 and 11, rear frame portion 54 includes anengine pan 106 extending from channel 68 and lower longitudinal frametubes 60. Pan 106 defines the support platform for powertrain system 518of utility vehicle 2 and is supported by lower frame members 120.Illustratively, pan 106 is integrally coupled with lower frame members120 through a stamping process. Alternatively, pan 106 and lower framemembers 120 may be separate components coupled together throughconventional joining methods (bolts, welds, adhesive, rivets, etc.). Abrace 125 positioned above engine pan 106 may be removed in order tocouple powertrain system 518 with frame assembly 4. Illustrative pan 106includes a plurality of apertures 107, which reduce the weight of frameassembly 4 and allow heat from powertrain system 518 to dissipate fromutility vehicle 2. Illustrative powertrain system 518 includes atransmission 520; however, the configuration of rear frame portion 54and powertrain system 518 may include alternative components, forexample a continuously variable transmission.

Lower frame members 120 are coupled with channels 66 and/or rear portion60 b of lower longitudinal frame tubes 60. Vertically extending tubes108 extend upwardly from pan 106 and support upper frame arms 110. Upperframe arms 110 are coupled to posts 100 with mounting flanges 112,brackets 114, and conventional fasteners (not shown). Rear frame portion54 further includes a rear support plate 116, having an opening 118,coupled to vertically extending tubes 108 and lower frame members 120.Rear frame portion 54 further includes brackets 121 coupled to upperframe arms 110.

Referring to FIGS. 15-19, HVAC system 150 is supported on frame assembly4 and illustratively includes modular components, such as a compressor152, a condenser 154, a receiver-drier 156, a metering device 158, anevaporator 160, a blower (not shown), an intake filter 180, a plenum190, and at least one output vent 192. As shown best in FIG. 16,compressor 152 is operably coupled to an engine 600 of powertrain system518 through a belt 166 and a pulley 168. Referring to FIGS. 17 and 18,compressor 152 is rearward of evaporator 160 and is fluidly coupledthereto via input hose 170. Similarly, compressor 152 is rearward ofcondenser 154 and is fluidly coupled thereto via output hose 172.

Condenser 154 is comprised of a plurality of cooling coils 176 to coolrefrigerant from compressor 152. To facilitate cooling, condenser 154 iscoupled to a fan 178 that is positioned inwardly therefrom, as shown inFIG. 16. Fan 178 increases air flow through condenser 154 and alsoprovides additional cooling across engine 600. More particularly, fan178 draws ambient air from outside of utility vehicle 2 into condenser154 to cool the refrigerant in condenser 154. Referring to FIG. 15, fan178 also moves any stagnant air under operator seat 26. Skid plate 122of frame assembly 4 may “retain” the air flowing through condenser 154and fan 178 within frame assembly 4 such that the air flows acrossengine 600. Alternative embodiments of utility vehicle 2 may beconfigured to operate fan 178 when HVAC system 150 is not engaged orwhen utility vehicle 2 is turned off. For example, it may be desirableto operate fan 178 in order to move stagnant air away from engine 600.

Referring to FIG. 18, condenser 154 is fluidly coupled to evaporator160. More particularly, illustrative condenser 154 is coupled toevaporator 160 via receiver-drier 156. Condenser 154 is coupled toreceiver-drier 156, which is fluidly coupled to evaporator 160 via hose174. Illustratively, metering device 158 also is fluidly coupled toinput hose 170, hose 174, and evaporator 160.

Condenser 154 is illustratively positioned below operator seat 26 andmay include a pre-filter screen 162, as shown in FIGS. 3 and 4.Pre-filter screen 162 prevents grass, dirt, stones, and other debrisfrom entering condenser 154. Pre-filter screen 162 is comprised ofstamped metal and is removable from utility vehicle 2 to facilitatecleaning and maintenance thereof and of HVAC system 150 generally. Bypositioning condenser 154 under operator seat 26 and away from frontframe portion 50, there is sufficient space at front frame portion 50 toaccommodate portions of powertrain system 518, auxiliary power system300, and attachment 16.

Referring to FIGS. 16-19, evaporator 160 is positioned at front frameportion 50. As shown best in FIG. 19, a rear surface 161 of evaporator160 is coupled to shear panel 88 with conventional fasteners, such asbolts 182 and nuts 184. Evaporator 160 is positioned above opening 89 ofshear panel 88. As such, evaporator 160 is positioned toward operatorarea 32. Evaporator 160 includes internal coils (not shown), the blower(not shown), and a filter 180. The blower draws air from operator cab 30into evaporator 160 and across the coils therein. Filter 180 preventsparticulates and other debris in the air from entering evaporator 160.The blower also allows air from evaporator 160 to flow into operatorarea 32 through vents 192, as is detailed further herein. Alternatively,evaporator 160 may be configured with air ducts positioned under hood 12and configured to draw outside air into operator cab 30.

Evaporator 160 is fluidly coupled to plenum 190 in order to provide warmor cool air to operator area 32. More particularly, plenum 190 ispositioned above evaporator 160 and is supported within dashboard 49(FIG. 3). As such, evaporator 160 is positioned below dashboard 49.Vents 192 also are positioned within dashboard 49 but are open tooperator area 32. Illustratively, HVAC system 150 includes two uppervents 192 a positioned adjacent windshield 40, four operator vents 192 bextending across dashboard 49 (FIG. 3) and directed toward an operatorand a passenger, and two lower vents 192 c directed toward floorboards47 of operator cab 30. More particularly, upper vents 192 a defrostfront windshield 40, while operator vents 192 b and lower vents 192 care generally positioned for providing warm or cool air directly tooperator area 32. Illustrative plenum 190 and vents 192 are comprised ofa moldable polymeric material. Other embodiments of HVAC system 150 mayinclude other arrangements and quantities of vents 192. Each vent 192 a,192 b, and 192 c is engaged during operating of HVAC system 150. Assuch, air flows simultaneously from vents 192 a, 192 b, and 192 c.Alternative embodiments of HVAC system 150 may be configured toselectively operate a portion of vents 192.

In operation, when an operator initiates HVAC system 150, for example byturning on the air conditioning from the operator controls, compressor152 is engaged. More particularly, engine 600 rotates pulley 168 todrive compressor 152 through belt 166. Refrigerant gas from evaporator160 flows through input hose 170 and into compressor 152, where it iscompressed, and transferred to condenser 154 via output hose 172. Withincondenser 154, the ambient air flows through pre-filter screen 162 totransform the refrigerant gas into liquid refrigerant. The air throughpre-filter screen 162 exits condenser 154 and fan 178 and flows acrossengine 600. The liquid refrigerant then flows through receiver-drier156, hose 174, and metering device 158 before flowing into evaporator160. Warm air from operator area 32 flows into evaporator 160 throughfilter 180 which causes the refrigerant to vaporize and absorb the heatfrom the air. As such, the air is cooled and flows back into operatorarea 32 via vents 192. The refrigerant vapor then may flow back tocompressor 152 through input hose 170 in order to provide continuouscooling to operator area 32. Electrical system 1300 may be configured toturn off compressor 152 if the load on engine 600 is at a predeterminedthreshold while utility vehicle 2 is idling.

Evaporator 160 also is configured to flow warm air into operator area 32if the operator has turned on the heat from the operator controls. Moreparticularly, a diverter valve may be used to draw warm air from aradiator 202 of cooling system 200 into operator area 32 throughevaporator 160.

With reference to FIGS. 16 and 17, cooling system 200 extends from frontend 10 of utility vehicle 2 to engine 600 in order to cool at least aportion of powertrain system 518. Cooling system 200 includes at leastone heat exchanger, illustratively radiator 202, a shroud 204, a fan206, coolant supply lines 208, 210, and a coolant supply, illustrativelya bottle 212. Coolant supply lines 208, 210 extend rearward fromradiator 202 and are coupled to engine 600 in order to cool the engineoil. Additionally, cooling system 200 may be used to introduce hotcoolant into supply lines 208, 210 in order to pre-heat engine 600.

Radiator 202 may be coupled to a hydraulic oil cooler 592 of hydraulicsystem 500, as is detailed further herein. With respect to FIG. 17,illustrative hydraulic oil cooler 592 is directly coupled to radiator202, such that a rear surface (not shown) of hydraulic oil cooler 592 isproximate a front surface 203 of radiator 202. By positioning hydraulicoil cooler 592 in close proximity to radiator 202, forced air generatedwhen utility vehicle 2 is moving may flow through both hydraulic oilcooler 592 and radiator 202.

As shown best in FIG. 15, radiator 202 is mounted to front frame portion50. For example, radiator 202 may be coupled to frame tubes 80 and/orshear panel 88 with conventional fasteners (not shown). Illustratively,fan 206 is positioned behind radiator 202 and hydraulic oil cooler 592may be positioned in front of shear panel 88. Radiator 202 is generallysurrounded by radiator shroud 204, which extends in a generally forwarddirection, to facilitate air flow in the direction of radiator 202.Illustrative shroud 204 includes openings (not shown) that receive frametubes 80. As such, it is apparent from FIG. 7 that shroud 204 isintegrally coupled with frame tubes 80. Side portions 205 of shroud 204are configured as living hinges. Additional features of radiator shroud204 may be disclosed in U.S. Provisional Patent Application No.61/442,071, filed on Feb. 11, 2011; U.S. patent application Ser. No.13/1370,139, filed on Feb. 9, 2012; U.S. patent application Ser. No.13/464,603, filed on May 4, 2012; and U.S. patent application Ser. No.13/492,589, filed on Jun. 8, 2012, the complete disclosures of which areexpressly incorporated by reference herein.

In one embodiment, fan 206 is controlled by the vehicle controller 1302of electrical system 1300 (see FIG. 56). Temperature sensors 214 (FIG.56) in communication with controller 1302 measure the coolanttemperature level of cooling system 200 as well as the oil temperaturelevel of the hydraulic oil cooler 592. Based on the detected temperaturelevels, vehicle controller 1302 turns on fan 206 to cool both thecoolant of cooling system 200 and the oil of hydraulic oil cooler 592.In one embodiment, the cooling system 200 has a first temperaturethreshold and the hydraulic oil cooler 592 has a second temperaturethreshold. When the detected temperature of the coolant of coolingsystem 200 increases to the first temperature threshold, or when thedetected temperature of the oil of hydraulic oil cooler 592 increases tothe second temperature threshold, controller 1302 activates fan 206 tothereby cool both systems. When the respective fluid temperatures ofeither or both the cooling system 200 and hydraulic oil cooler 592 dropto a respective low temperature threshold, controller 1302 deactivatesfan 206.

Referring to FIGS. 20-22, air intake system 250 is positioned rearwardof operator cab 30 and is fluidly coupled to engine 600. In particular,air intake system 250 draws air into engine 600 to facilitatecombustion. As shown in FIG. 21, air intake system 250 includes anintake port 252, an air box 254, an air filter or cleaner 256, a bafflebox 258, and hoses 260, 262, 264, and 266. As shown best in FIG. 1,intake port 252 is supported on cab 30 adjacent operator seat 26. Afilter 270 may be positioned over intake port 252 and is supported oncab 30. Intake port 252 is configured to draw ambient air into airintake system 250.

Intake port 252 is fluidly coupled to air box 254 via hose 260. Air box254 is coupled to air cleaner 256 with hose 262. Air cleaner 256 isfluidly coupled to baffle box 258 through hose 264. Additionally, bafflebox 258 is coupled to engine 600 through hose 266 in order to supply airto engine 600 to facilitate combustion therein.

With reference to FIG. 22, air box 254 may be comprised of a polymericmaterial, for example polypropylene, and has a top portion 288 and abottom portion 290. Top portion 288 may be coupled to bottom portion 290through pins 292. Pins 292 are received within apertures 294 of bottomportion 290. Alternatively, top portion 288 may be integrally formedwith bottom portion 290 such that air box 254 is a single component. Topportion 288 includes a profiled top surface 272, which includes aplurality of channels 274. Channels 274 are configured to route lines276, which may be fuel lines, electrical wires, or other lines andhoses. Lines 276 are secured to top surface 272 with clips or brackets278 and conventional couplers 280. In particular, clips 278 arepositioned over of lines 276 and include apertures 296 for receivingfasteners 280. Fasteners 280 may be threadedly coupled or otherwisesecured within apertures 282 of top surface 272.

During operation of engine 600, ambient air enters intake port 252,through filter 270. Air flows through hose 260 and into air box 254. Theair enters hose 262 from air box 254 and flows into air cleaner 256. Theair in air cleaner 256 flows through hose 264 and into baffle box 258.Air exits baffle box 258 and enters engine 600 to facilitate combustion.Air box 254 and/or baffle box 258 is configured to quiet or muffle thesound of the intake air. For example, illustrative air intake system 250is a calculated volume of space that may reduce the intake noise byapproximately 2-3 decibels.

Referring to FIGS. 23-27, auxiliary power system 300 is supported byframe assembly 4 and extends from rear frame portion 54 to front frameportion 50. Illustrative auxiliary power system 300 is a power take-offsystem having an attachment shaft 302, a clutch assembly 310, and agearbox assembly 330. Attachment shaft 302 includes a first portion 304,having a forward end 304 a and a rearward end 304 b. Additionally,attachment shaft 302 includes a second portion 306 having a forward end306 a and a rearward end 306 b. First portion 304 is rotatably coupledto second portion 306 through a joint 312, illustratively a U-joint.Joint 312 could also be a CV joint, a Love-joy joint, or other similarcomponent. In particular, rearward end 304 b and forward end 306 a arecoupled to joint 312. Forward end 304 a of first portion 304 includessplines 308, which may be operably coupled to a complimentary portion ofattachment 16 (not shown). As such, attachment shaft 302 is configuredto provide power to attachment 16.

Referring to FIGS. 26 and 27, attachment shaft 302 is mounted to asupport member 314 that couples with channel member 130 (via bolts 316and nuts 318) and extends below skid plate 122. As such, attachmentshaft 302 extends below frame assembly 4, which allows additional spaceabove attachment shaft 302 and skid plate 122 for supporting additionalcomponents of utility vehicle 2, such as drive shaft 524, radiator 202,hydraulic oil cooler 592, and evaporator 160. As shown in FIG. 27,bearings 315 may be used to mount first portion 304 to support member314 in order to stabilize attachment shaft 302 when coupled toattachment 16. Bearings 315 allow first portion 304 to rotate in orderto operate attachment 16. While illustrative utility vehicle 2 includesattachment shaft 302 at front end 10, alternative embodiments mayposition attachment shaft 302 at rear end 18, or may include at leasttwo attachment shafts 302—one at front end 10 and one at rear end 18 ofutility vehicle 2.

As shown in FIGS. 23-26, attachment shaft 302 extends under tunnelmember 132 and extends from front frame portion 50. Additionally, driveshaft 524 of powertrain system 518 also extends under tunnel member 132in close proximity to attachment shaft 302 of auxiliary power system300. More particularly, and as shown in FIG. 26, both attachment shaft302 and drive shaft 524 are positioned between walls 134 of tunnelmember 132, and are positioned within lower channel 138 of tunnel member132. Attachment shaft 302 is positioned below drive shaft 524 andextends at a downward angle below skid plate 122.

Second portion 306 of attachment shaft 302 is coupled to clutch assembly310 via a joint 320, illustratively a U-joint. Clutch assembly 310 isconfigured to engage attachment shaft 302 with gearbox assembly 330 whenoperating attachment 16. Clutch assembly 310 may be an electronic clutchassembly, however, alternative clutch assemblies may be used. Theillustrative auxiliary power system 300 allows engine 600 to directlyand mechanically drive attachment 302 through clutch assembly 310, as isdetailed further herein; however, alternative embodiments of auxiliarypower system 300 may be electronically or hydraulically operated.

With reference to FIGS. 27-29, gearbox assembly is coupled to engine 600by way of a support plate 354. In particular, support plate 354 iscoupled to the crankcase of engine 600 and supports gearbox assembly 330forward of engine 600. Gearbox assembly 330 is coupled to a generallyflat surface 356 of support plate 354. Side walls 358 and rear wall 360of support plate 354 extend upwardly from surface 356.

Engine 600 directly drives gearbox assembly 330 through a belt 332.Alternatively, a chain or other similar device may be used to couplegearbox assembly 330 with engine 600. Engine flywheel 620 (FIG. 35)rotates a pulley 334 and a pulley 335 via belt 332 in order tomechanically operate gearbox assembly 330 and attachment shaft 302. Whenutility vehicle 2 is turned on, engine flywheel 620 is continuouslyengaging belt 332 and pulleys 334 and 335 because engine 600 iscontinuously operating. As such, gearbox assembly 330 is continuouslyengaged. However, gearbox assembly 330 does not continuously engageattachment shaft 302. Rather, gearbox assembly 330 cooperates withclutch assembly 310 when the operator selectively engages attachmentshaft 302. More particularly, attachment shaft 302 is engaged when anoperator is positioned on operator seat 26, as is detailed furtherherein, and selects to engage attachment shaft 302 in order to operateattachment 16.

Referring to FIG. 27, gearbox assembly 330 has an input shaft 336 thatis positioned at approximately 90° from the output of gearbox assembly330. The output of gearbox assembly 330 engages clutch assembly 310. Inparticular, input shaft 336 extends along axis A₁ and is rotated bypulley 334 and belt 332. Input shaft 336 is operably coupled atapproximately 90° with the output of gearbox assembly 330, which extendsalong an axis A₂. As is apparent from FIG. 27, axis A₁ is approximatelyperpendicular to axis A₂.

In operation, when an operator desires to use attachment 16, theoperator engages auxiliary power system 300. Gearbox assembly 330 iscontinuously operating because it is coupled with engine 600 via belt332 and pulleys 334, 335. However, when the operator selectively engagesattachment 16, clutch assembly 310 is engaged in order to rotateattachment shaft 302 via gearbox assembly 330. Gearbox assembly 330 andclutch assembly 310 rotate second portion 306 of attachment shaft 302via joint 320. The rotation of second portion 306 causes first portion304 to rotate via joint 312. As such, forward end 304 a rotates tooperate attachment 16, which is operably coupled to forward end 304 athrough splines 308. Illustrative attachment shaft 302 may bemechanically driven by engine 600 at approximately 2000 rpm.

Referring to FIGS. 28 and 29, a bell housing 350 is configured as athree-way mount to support engine 600, hydraulic pump 554, and a portionof auxiliary power system 300. Illustrative bell housing 350 iscomprised of cast aluminum. An inner surface 352 of bell housing 350couples with engine 600 through conventional fasteners, such as bolts(not shown). As such, engine 600 is positioned rearward of gearboxassembly 330. An opposing outer surface 362 provides a mounting surfacefor hydraulic pump 554. As such, hydraulic pump 554 is outwardly spacedapart from engine 600. However, hydraulic pump 554 is operably coupledto engine 600 through aperture 364, as is detailed further herein.

Bell housing 350 further supports drive pulley 335 and includes anopening 366 to allow belt 332 to couple with pulley 335 and engine 600in order to drive pulley 334. As such, belt 332 is positionedintermediate inner surface 352 and outer surface 362 of bell housing350. Pulley 335 also is positioned intermediate inner surface 352 andouter surface 362.

With reference now to FIGS. 30-32, the hydraulic system will bedescribed. The hydraulic system is shown generally at 500 and includeshydraulic implements 502, hydraulic cooling 504 (FIG. 31), hydraulicsteering 506, hydraulic controls 508, hydraulic drive 510 and hydraulicdrive control 512. FIGS. 30-32 also show a powertrain system 518, whichin addition to hydraulic drive 510, would include transmission 520,drive shaft 524, front differential 526, and rear differential 528.FIGS. 30-32 also show transmission controls 522 and manual throttle 530.

As shown best in FIGS. 31 and 32, hydraulic reservoir 540 maintains thehydraulic fluid for the entire system and feeds hydraulic fluid to flowcontrol valve 542 via hydraulic lines/hoses 544. Hydraulic fluid is fedto and from control valve 546 via hydraulic lines 548 and 550. Hydraulicfluid is supplied to hydraulic pump 554 by way of hydraulic hose 556 andhydraulic fluid is supplied to and from hydraulic motor 560 by way ofhydraulic lines 562 and 564.

As also shown in FIGS. 31 and 32, steering system 506 includes hydraulicsteering motor 570 coupled to a hydraulic steering gear 572 (as furtherdescribed herein), and which is coupled to an electric hydraulic valve574. Electric hydraulic valve 574 receives and returns hydraulic fluidto control valve 546 by way of hydraulic hoses 580 and 582 and suppliessteering motor 570 by way of hydraulic lines 584 and 586. Othercomponents in the hydraulic system include filter 590, and radiator 592as part of cooling system 504.

With reference now to FIGS. 33-36, the hydraulic pump drive will bedescribed in greater detail. As shown in FIGS. 33 and 34, engine 600 isshown coupled to hydraulic pump 554. Hydraulic motor 560 is coupled torear transmission 520 at 602 (FIG. 34). It should be appreciated thatthe engine and transmission are not directly mechanically coupledtogether, for example by way of a continuously variables transmission(CVT), but rather engine 600 directly drives hydraulic pump 554 andhydraulic motor 560 directly drives transmission 520, with pump 554 andmotor 560 of fluidly coupled hydraulically. It should also be noted,however, that the centerline distance between the drives for pump 554and 602 correspond to the centerline distance between the drive anddriven clutches of a standard CVT in the event that a user wants toconvert the hydraulic to mechanical drive. It should also be noted thatthe transmission 520 is a mechanical transmission; similar in nature tothat described in U.S. patent application Ser. No. 13/370,139, thesubject matter of which is incorporated herein by reference. Withrespect now to FIGS. 35 and 36, the mechanical coupling between engine600 and pump 554 will be described in greater detail.

As shown in FIG. 35, engine 600 has a flywheel 620 on which weightedlands 622 are provided. Flange 624 is directly mounted to the lands 622with flange 626 overlying flange 624. It should be appreciated that theflanges 624 and 626 are coupled to flywheel 620 by way of fasteners (notshown) through threaded apertures 630 in the weighted lands. It shouldalso be appreciated that a splined coupling 636 interconnects the engineand hydraulic pump 554. Coupling 636 has external teeth 640 which couplewith internal teeth 642 on flange 624. Coupling 636 further includesinternal splines 644 that couple with pump 554 as described herein.

Bell housing 350 is positioned over the end of engine 600, for exampleby way of fasteners through apertures 650 of bell housing 350 andapertures 652 of engine 600. It should be appreciated that bell housing350 is configured such that splined opening 644 is centered withaperture 364 of bell housing 350 and bell housing 350 defines a flatflange surface 660 around aperture 364. As shown best in FIG. 36,hydraulic pump 554 includes a splined input shaft at 662 which coupleswith internal splined coupling 644 (FIG. 35). Hydraulic pump 554 alsoincludes a flat flanged surface at 670 corresponding to surface 362(FIG. 35) and can be held in place by way of fasteners through slots 672of pump 554 and into threaded openings 674 (FIG. 35) of bell housing350. In the preferred embodiment of the disclosure, hydraulic pump 554is a swashplate variable displacement hydraulic pump and the input topump 554 to vary the swashplate angle is by way of shaft 690.

With reference now to FIGS. 37 thru 44, the vehicle speed anddirectional controls will be described in greater detail. With referencefirst to FIG. 37, shift mechanism 522-includes a shift lever 710 coupledto a link arm 712 pinned at 714 thereby operating push pull actuator 716through cable 718. Cable 718 is coupled to second push pull actuator 719(FIGS. 30 and 33), which is coupled to the transmission shifter. This issimilar in design to the shift mechanism described in Applicants' priorapplication Ser. Nos. 13/370,139.

As shown in FIG. 37, vehicle speed controller 512 is shown as comprisedof a treadle pedal 720 having a front foot pedal 722 and a rear heelpedal 724. Treadle pedal 720 is profiled to simultaneously receive theheel of a driver's foot on pedal portion 724 and the front portion ofthe operator's foot on portion 722. Treadle pedal 720 rotates around pin730 and includes a lever 732 (FIG. 39) coupled to push pull cable 734.As shown in FIG. 42, treadle pedal 720 is coupled to frame rail 62 withpin 730 extending there through. Controller 512 further includes a pushpull actuator 740 (FIG. 39) which is fixed at its end 742 (FIG. 41) byway of a lock nut 744, thus treadle pedal may operate in clockwise orcounterclockwise directions of pin 730 moving a wire within cable 734 ineither direction. As also shown in FIG. 39, cable 734 is operativelyconnected to a second push pull actuator 746, which is coupled to a pumpswashplate controller 750. With reference now to FIGS. 43 and 44,swashplate controller 750 will be described in greater detail.

As shown in FIGS. 43 and 44, controller 750 generally includes a bracket760, fitted post 762 and control lever 763. As shown, bracket includes aflat plate 764 fastened to the top of hydraulic pump 554 by way offasteners 766 allowing the pump shaft 690 to protrude through anaperture 770 of bracket 760. Bracket 760 further includes upstandingwall 772 for attachment of push pull actuator 746; and upstanding walls774 and 776 for attachment to Bowden cables as described herein. Asshown in FIG. 44, fitted post 762 includes a clamp portion 780, post782, and upstanding leg 784. It should be appreciated that fitted post762 has an internal opening having a shape complementary with shaft 690,such that fitted post 762 may be slidably received over, and fixedlyretained to shaft 690 by way of fasteners 786, 788, fixing clamp 780 toshaft 690. Thus a rotation of fitted post 762 rotates shaft 690 of pump554 as well as internal swashplate in pump 554.

Controller 750 further includes a lower limit plate 800 having anaperture at 802 slidably receivable over post 782. Limiter 800 has anedge 804 that may contact upstanding leg 784 and an extension portion806. A contact 808 arm is provided on the opposite side, as furtherdescribed below. Actuator 750 also includes an upper limiter 810 havingan aperture at 812, edge 114 for positioning on the opposite side ofupstanding leg and an extension portion 816. Upstanding leg 818 ispositioned on the opposite side. Extension portions 806 and 816 arespring loadably connected together by way of tension springs 820connected between respective extension portions 806, 816 (FIG. 43). Alimit switch 822 is attached to upstanding leg 818 whereby a limitswitch contact 826 may be contacted by contact arm 808 as a speedlimiter.

Meanwhile lever 763 has an aperture at 830 receivable over post 782 anda notch 832 is receivable over upstanding leg 784. Lever 763 includes alever arm 834. Lever arm 834 includes a first connection point 840 forattachment of second push pull actuator 746 (FIG. 43) and connectionpoints 842 and 844 as described herein. Torsion spring 850 may bepositioned over aperture 830 with a first spring leg 852 attached toextension 846 and spring leg portions 854 positioned on opposite sidesof upstanding leg portion 784 as best shown in FIG. 43. Finally,fastener 860 may be positioned through lever 763, limiters 800, 810 andfitted post 762 to retain the assembly to pump 554.

As best shown in FIG. 43, second push pull actuator 746 is shownattached to upstanding wall 772 with a cable end 870 positioned overconnection point 840 of lever arm 763. A first Bowden cable 880 is fixedto upstanding wall 776 with a cable 882 fixed at connection point 842 oflever 763 and a second Bowden cable 886 having a second cable 888 isfixed at connection point 844 of lever 763. A third Bowden cable 890(See FIG. 37) is attached to manual throttle 530 at a first end andhinges to a throttle linkage 892 at the opposite end. Thus Bowden cables880, 886, and 890 act as an input while a Bowden cable 894 acts as anoutput with actuating wire 896 connected to the engine throttle.

Thus the engine throttle can be operated in two separate modes: whereinin a first mode the operator actuates the treadle pedal 720 (See FIG.37) which operates second actuator 746 pushing or pulling lever 763.Rotating lever 763 changes the swashplate angle of pump 554, however,does not in and of itself change the throttle, that is the engine speed,of engine 600. However, Bowden cables 880 and 886 are also fixed tolever 763 such that in one instance, one of the cables 880 and 886 ispulled and in the other rotational sense, the other of the cables 880,886 is pulled. Said differently, if cable end 870 of actuator 746 ispushed, the Bowden cable wire 888 is also pulled, and if cable end 870is pulled, the Bowden cable wire 882 is also pulled. In either case, theBowden cable 896 is appropriately moved, which adjusts the throttleposition in synchronization with the swashplate angle.

Thus moving the treadle pedal 720 causes a change to both the swashplateangle as well as the throttle position. However, the actuator 750 alsoallows for a mode where the vehicle is not moving yet the engine speedneeds to be increased to increase the pressure and or hydraulic oil flowfor the implements 502. In this case, manual throttle 530 can beactuated, which actuates cable 890 (See FIGS. 37 and 43) which againactuates Bowden cable 894 and increases the throttle position.

Thus, it should be appreciated that depression of the foot pedal portion722 causes the vehicle to proceed forward and depression of the pedalportion 724 causes the vehicle to proceed in reverse. The further pedals722, 722 are depressed, the faster the vehicle proceeds, limited by thecontrol mechanism 750. Also due to the hydrostatic transmission, thevehicle may toggle between forward and reverse without stopping orclutching. The only control function provided is due to the four wheeldrive deactivation which is described herein. In an alternativeembodiment, the swashplate of pump 554 may be controlled electronicallywith a drive-by-wire system.

With reference now to FIGS. 45 and 46, steering system 506 will be shownin greater detail. As shown in FIG. 45, steering system 506 furtherincludes a steering wheel 900 attached to a first shaft 902 coupled tosecond shaft 904 by way of universal joint 906, and which is coupled tohydraulic motor 570 by way of universal joint 908. Motor 570 is attachedto frame by way of bracket 910 and output shaft 912 is fixed to steeringgear 572 by way of shaft 914 through universal joints 920 and 922.Steering gear 572 includes steering arms 930 having ball joints 932attached to complementary joints on front wheel spindles for steering asin known in the art. As mentioned previously, and with reference againto FIG. 31, hydraulic system 500 includes an electric hydraulic valve at574, which can be operated to provide hydraulic fluid flow to hydraulicmotor 570 by power steering system 506.

With respect now to FIG. 47, implement controls 508 may include a joystick 950, which operates hydraulic pressure through lines 952 foroperation of hydraulic cylinders such as 960 and 962 (FIGS. 30 and 31).Implement 502 (FIG. 30) may include uprights 970 fixed to frame 4 and towhich hydraulic cylinder 960 is fixed at a top end thereof and to whichlink arm 980 is pinned at 982. Hydraulic cylinder 960 is also coupled tolink arm 980 at 984. Link arm 980 is also coupled to bale 990 at 986.Thus, hydraulic cylinder 960 may control the lifting/lowering of linkarm 980 while hydraulic cylinder 962 may control the rotation of thefront bale 990. Thus, an implement attached to bale 990 may be liftedand rotated by cylinders 960, 962 under the influence of hydraulicpressure and as controlled by joy stick 950. In one embodiment, joystick950 includes one or more switches that are operative to adjust theengine speed. As such, an operator may manipulate implement 502 with asingle joystick 950.

As shown in FIG. 48, a front grommet 996 is positioned adjacent to shearpanel 88 and above tunnel member 132 and a rear grommet 998 ispositioned on tunnel member 132 rearward of grommet 996 and forward of aseating area. These grommets provide positioning and vibration isolationof all hydraulic cables (FIG. 30) that were mentioned above.

With reference now to FIG. 49, rear suspension is shown generally at1000. As shown, suspension 1000 is attached to frame upright 100 and toframe brackets 67. With reference now FIG. 50, suspension 1000 isgenerally comprised of an upper U-shaped suspension member 1002, lowersuspension member 1004, trailing arms 1006 and shock absorbers 1008. Asshown in FIG. 51, U-shaped member 1002 includes a rear lateral extendingportion 1010 and two forwardly extending arms 1012. Lateral portion 1010includes lower extending pivot member 1014 having an aperture at 1016profiled to receive fastener 1018 as described herein. Side arms 1012include bracket arm portions 1020 thereby defining spaced apart arms1022 and 1024 profiled to receive a sleeve assembly 1026 for attachmentto frame uprights 100 as described above. FIG. 49 shows U-shapedsuspension portion 1002 attached by fasteners 1126.

As shown in FIG. 51, lower rail 1004 includes a centrally locatedbracket 1030 having a bearing joint at 1032 positioned therein andprofiled to be received within pivot member 1014 for pivotal attachmentrelative to U-shaped portion 1002. Lower suspension member 1004 furtherincludes forwardly extending brackets 1040 defining a U-shaped channelhaving sidewalls 1042. Brackets 1040 include apertures at 1046 profiledto receive fasteners 1048 there through.

With reference still to FIG. 51, trailing arms 1006 are also defined ina U-shaped channel configuration defining sidewalls 1050 and furtherdefining longitudinally extending portion 1052 and an angled portion1054. Each of the trailing arms 1006 is provided with a sleeve assemblyat 1060 for attachment to frame bracket 67 (FIG. 49) by way of fastenersat 1064. Trailing arms 1006 also include a sleeve assembly at 1070profiled to be received through sidewalls 1042 of bracket 1040 and toreceive fastener 1048 there through for attaching trailing arms 1006 torear suspension member 1004. Meanwhile, shocks 1008 include a shockabsorber portion 1080 and a coil spring at 1082 with an upper connectionportion 1084 and a lower connection portion 1086. Upper connectionportion 1084 may be attached to frame bracket 121 (FIG. 49) and lowerattachment portion 1086 may be attached to apertures 1090 (FIG. 51) byway of fasteners 1092.

With reference now to FIGS. 53-55, the attachment of suspension 1000 toframe 4 will be described. With reference first to FIG. 53, trailing arm1006 is shown in a coupled fashion to frame bracket 67 by way of sleeveassembly 1060. As shown, sleeve assembly 1060 includes a first sleeve1100, two inner sleeves 1102 and an inner sleeve 1104. In the embodimentshown, outer sleeve 1100 is fixedly attached to sidewalls 1050 oftrailing arm 1006. Thus to assemble the trailing arm 1006 to bracket 67,the two sleeves 1102 are positioned internally of outer sleeve 1100 andinner sleeve 1104 is positioned inside sleeves 1102. Trailing arms arethen positioned in brackets 67 and fastener 1064 is positioned throughinner sleeve 1104 to receive a complimentary fastener 1065 (FIG. 53). Inthe embodiment shown, the sleeves 1102 are formed of a plastic material.It should also be noted that a gap 1110 is formed between ends of thesleeves 1102 and between the diameters of inner and outer sleeves 1100,1104 and a Zerk fitting is positioned in the outer sleeve 1100 in aposition corresponding to spacing 1110. Thus, the annular openingdefined by gap 1110 may be filled with grease for lubrication of thejoint.

With reference still FIG. 53, the U-shaped arm 1010 is attached to frame4 in a similar manner by way of sleeve assembly 1026. As shown in FIG.53, sleeve assembly 1026-includes an outer sleeve 1120, two intermediatesleeves 1122 and an inner sleeve at 1124. In a similar manner as withsleeve assembly 1060, outer sleeve 1120 maybe fixed to frame upright100. Thus to attach U-shaped frame member 1010 to the upright, two ofthe sleeves 1122 are positioned internally of outer sleeve 1120 and aninner sleeve 1124 is slidably received through sleeves 1122. Sidewalls1022 and 1024 of frame member 1010 may then be slidably received overinserts 1122 to receive a fastener 1126 and counterpart fastener 1128.Also in a like manner a spacing 1130 is defined and a Zerk fitting (notshown) is included in outer sleeve 1120.

As shown in FIG. 55, the opposite end of trailing arm 1006 is shownattached to brackets 1040. Sleeve assemblies 1070 include an outersleeve 1140, two sleeves 1142 and an inner sleeve at 1144. As shown,inner sleeve 1144 may be attached to trailing arm 1006. As shown, a gap1150 is defined and a Zerk fitting 1152 is positioned in outer sleeve1140 at a position corresponding to gap 1150. As shown fastener 1048 maybe received through inner sleeve 1144 and counterpart fastener 1049 maybe coupled to fastener 1048 to retain trailing arm 1006 to bracket 1040.

With reference now to FIG. 54, U-shaped arm 1010 is shown attached tolower arm 1004, and more particularly to bearing assembly 1032. As shownin FIG. 54, bearing assembly 1032 includes an outer ring at 1160, abearing race 1162, and ball bearing 1164. In the embodiments shown,outer ring 1160 is fixed to bracket portion 1030. Thus, to assemble thecomponents in FIG. 54, ball bearing 1164 and race 1162 are positioned inouter ring 1160, snap ring 1166 is positioned in place to trap bearing1164 and race 1162 therein, and upper arm 1002 is lowered over bearing1164 and fastener 1018 is positioned through bearing portion 1164 andcounterpart fastener 1019 is coupled to fastener 1018.

Thus it should be understood that suspension allows a substantial amountof vertical displacement. The U-shaped member 1002 may move upwardly anddownwardly, pivoting at sleeve assembles 1026, while at the same timetrailing arms 1006 pivot upwardly and downwardly by way of pivotassemblies 1060. Furthermore the member 1002 may pivot relative to theU-shaped member 1002 by way of bearing assembly 1032. Due to the channelshapes of the trailing arms and brackets 67, 1040, an appropriate amountof flexure is allowed to accommodate the torsional movement of thetrailing arms 1006. In addition, trailer hitch 1200 is supported by thesuspension, preventing all the weight of a towed vehicle from beingsupported by the vehicle tires.

Referring to FIG. 56, an exemplary electrical system 1300 of utilityvehicle 2 is illustrated. Electrical system 1300 includes a vehiclecontroller 1302, illustratively a vehicle control module 1302, havingvehicle control logic 1306 that controls various electrical componentsand subsystems of utility vehicle 2. Controller 1302 includes one ormore processors that execute software and/or firmware code stored in aninternal or external memory 1304 of controller 1302. Thesoftware/firmware code contains instructions that, when executed by theone or more processors of controller 1302, causes controller 1302 toperform the functions described herein. Controller 1302 mayalternatively include one or more application-specific integratedcircuits (ASICs), field-programmable gate arrays (FPGAs), digital signalprocessors (DSPs), hardwired logic, or combinations thereof. Electricalsystem 1300 further includes at least one vehicle battery 1320 (e.g., 12VDC) for providing power to the electrical components of electricalsystem 1300, such as controller 1302, sensors, switches, lighting,ignition, accessory outlets, and other powered components. One or morespeed sensors 1308 provide speed feedback to controller 1302, such asthe engine speed, vehicle speed, PTO shaft speed, or other drive linespeeds.

A seat switch 1314 coupled to and in communication with controller 1302provides signal feedback to controller 1302 indicative of the presenceor absence of a load (i.e., an operator) in a seat 26. Referring to FIG.57, an exemplary seat switch 1314 is illustrated. Seat switch 1314 ofFIG. 57 includes a wire harness 1340 including a plug connector 1342configured to connect to a wiring harness routed to controller 1302.Seat switch 1314 further includes a mounting bracket 1344 that mounts toa base 1346 of seat 26. A sensor portion 1348 of seat switch 1314 isreceived within opening 1350 of base 1346 and is configured to engage aninterior plate 1352 positioned within a seat cushion 1354 of seat bottom26 a. Interior plate 1352, also illustrated in phantom in FIG. 25,illustratively has a circular, flat shape, although other suitableshapes may be used. Plate 1352 transfers the downward force from theweight of the operator on seat cushion 1354 to seat switch 1314 suchthat sensor portion 1348 detects the operator's presence on the seat 26.In one embodiment, plate 1352 has a diameter that extends substantiallyto the edges of seat cushion 1354. As such, a downward forcesubstantially anywhere on the top of seat cushion 1354, such as near anedge of seat cushion 1354, for example, is transferred to seat switch1314 via plate 1352 and detected with sensor portion 1348. In oneembodiment, seat switch 1314 comprises a non-contact switch or magneticswitch. In one embodiment, seat switch 1314 comprises a Hall Effectsensor or a reed switch that detects the presence of the operator basedon a detected load on the seat, although another suitable sensor may beused. In one embodiment, passenger seat 28 also includes a seat switch1314.

Referring again to FIG. 56, vehicle control logic 1306 is operative tocontrol the activation and deactivation of auxiliary power system 300(see FIG. 23). In particular, vehicle control logic 1306 controls aclutch actuator 1307 of clutch assembly 310 (FIG. 23) toengage/disengage shaft 302 with gearbox assembly 330 of auxiliary powersystem 300. With an operator detected at seat 26 with seat switch 1314,vehicle control logic 1306 is operative to engage clutch assembly 310upon request by the operator to thereby allow operation of auxiliarypower system 300. When an operator is not detected at seat 26, vehiclecontrol logic 1306 disengages clutch assembly 310 to stop and/or toprevent the delivery of power from auxiliary power system 300 to theattachment 16 (FIG. 1). As such, auxiliary power system 300 iscontrolled to provide power to attachment 16 when an operator is seatedand not when an operator is off the seat.

In one embodiment, a threshold force is required to trigger seat switch1314. For example, seat switch 1314 may be designed to detect a force of50 pounds or greater. In one embodiment, controller 1302 is programmedto engage and disengage clutch assembly 330 based on detecting a forceon seat bottom 26 a with switch 1314 that is greater than the thresholdforce. In one embodiment, controller 1302 is programmed with a delaysuch that, upon detecting that the operator is not seated and the clutchassembly 310 is engaged, controller 1302 waits a predetermined thresholdtime before automatically disengaging clutch assembly 310. The thresholdtime may be any suitable delay time, such as a half second, one second,etc. As such, operation of auxiliary power system 300 is less likely tobe stopped by controller 1302 when an operator inadvertently bounces onseat 26, such as when utility vehicle 2 traverses across rough or bumpyterrain, for example. In another embodiment, the data from seat switch1314 is filtered to detect such an operating condition and to resumeoperation of auxiliary power system 300 during such a condition.

In one embodiment, switch 1314 is powered with voltage from battery 1320(e.g., 4-20 VDC) and outputs a discrete five volts to controller 1302.Upon controller 1302 receiving a voltage that differs from zero or fivevolts, controller 1302 may be programmed to register an error and/or toprevent operation of auxiliary power system 300. Such a discrete outputvoltage level serves to reduce the likelihood of an operator bypassingthe seat switch 1314 with the 12V battery power or with another powersource.

In one embodiment, utility vehicle 2 further includes a work group lockand a tilt lock. The work group lock locks out at least a portion of thehydraulics of vehicle 2 by locking out hydraulic valves to preventhydraulic fluid from flowing to the hydraulic cylinders. The tilt lockis operative to lock out hydraulic valves that control attachment 16 tolock the tilt angle of the front attachment 16 when the auxiliary powersystem 300 is active. Switch devices are engaged by the operator toactivate the respective work group lock and tilt lock.

Referring again to FIG. 56, a pedal position sensor 1312 coupled to andin communication with controller 1302 provides signal feedback tocontroller 1302 indicative of the position of treadle pedal 720. In theillustrated embodiment, position sensor 1312 is operative to detect aneutral position of treadle pedal 720, i.e., the home position betweenthe forward and reverse operational positions of pedal 720. In oneembodiment, position sensor 1312 includes a limit switch coupledadjacent to pedal 720, although other suitable sensors operative todetect the position of treadle pedal 720 may be used.

When treadle pedal 720 passes through the neutral or home position andutility vehicle 2 is operating in four-wheel drive (4WD), controller1302 is operative to disengage the 4WD for a predetermined amount oftime. In particular, when operator manipulates treadle pedal 720 tochange the driving direction of utility vehicle 2 from forward toreverse or from reverse to forward, treadle pedal 720 may quickly passthrough the neutral position to change the vehicle direction. Controller1302 detects that utility vehicle 2 is changing directions based on thevehicle speed sensor 1308 and the treadle position sensor 1312. Whensuch a change of vehicle direction is demanded while utility vehicle 2operates in 4WD, controller 1302 momentarily disengages 4WD such thatutility vehicle 2 operates in 2WD, illustratively rear wheel drive. Anexemplary time period for disengaging 4WD is two-tenths of one second, ahalf second, or another suitable time. In the illustrated embodiment,controller 1302 disengages 4WD by disengaging front differential 526(FIG. 30) from drive shaft 524. In particular, front differential 526includes a clutch that is actuated with an electromagnetic device. Whenenergized, the electromagnetic device is operative to decouple driveshaft 524 from driving differential 526, thereby removing drive torquefrom front wheels 6. At the end of the predetermined time period,controller 1302 reengages front differential 526 with drive shaft 524 toresume 4WD operation. In one embodiment, disengagement of 4WD when thetreadle pedal 720 passes through the neutral positions serves to reducebinding or “wedging” of the powertrain system 518 that may occur whenutility vehicle 2 quickly changes between forward and reverse direction.An exemplary front differential clutch is described in U.S. Pat. No.6,622,837, issued Sep. 23, 2003, the disclosure of which is incorporatedby reference herein.

Vehicle control logic 1306 of FIG. 56 is further operative to adjustvarious functionalities of utility vehicle 2 based on a detected type ofconnected attachment 16 (FIG. 1). In particular, some attachments 16 areequipped with electronics that provide identification information and/oroperational feedback to controller 1302. Referring to FIG. 56, anexemplary “smart” attachment or implement 1316 includes an electricalconnector 1322 that is adapted to connect to a corresponding electricalconnector 1324 mounted to utility vehicle 2 and routed to controller1302. Connectors 1322, 1324 provide the main interface for routing powerto the electronics of attachment 1316 and for providing networkcommunications between controller 1302 and attachment 1316. In oneembodiment, connector 1324 is mounted near front support plate 83 (seeFIG. 12) or another suitable portion of front frame portion 50 such thatconnectors 1322, 1324 engage each other upon mounting the attachment1316 to the front of utility vehicle 2. Attachment 1316 further includeselectronics such as a memory device 1328 and sensors 1326. Exemplarysensors 1326 communicate performance information to controller 1302 andinclude, for example, knock/vibration sensors, rotational speed sensors,strain gauges, inclinometers, limit switches, optical sensors, GPSsensors, accelerometers, etc. In one embodiment, attachment 1316 andcontroller 1302 communicate over a controller area network (CAN) busnetwork, although another suitable communication network may beprovided. In one embodiment, controller 1302 includes a communicationdevice 1308 (e.g., CAN interface chip) that is operative to managecommunication with attachment 1316.

Controller 1302 detects the type of attachment 1316 connected andconfigures vehicle settings based on the detected type, as describedherein. Exemplary types of attachments 1316 include a mower, a winch, ablower, forks, a bucket, a plow, a snow blower, a sweeper, a diggingdevice, or other implements and devices for ground maintenance and/oragricultural and construction uses, as discussed herein. Exemplaryvehicle functions that are changed based on the detected attachment typeinclude the maximum vehicle speed, the maximum engine speed, the numberof driven wheels (e.g., AWD, 4WD, 2WD, etc.), electrical load shedding,power load shedding, and any other suitable vehicle function or setting.For example, for a lawn mower attachment 1316, control logic 1306 maylimit the engine speed, and therefore the PTO speed, and the vehiclespeed to provide optimal or improved cutting conditions. As such,vehicle control logic 1306 may be programmed to improve or maximizevehicle operation based on the type of attachment 1316. In addition,vehicle control logic 1306 may be programmed with vehicle settings toimprove the safety or durability during operations with the attachment1316.

In one embodiment, an operator may program controller 1302 with customvehicle settings for implementation with an attachment 1316. Forexample, an operator may configure the vehicle settings for a particularattachment 1316 via a user interface and then save the configuration forfuture use with that attachment 1316.

In the illustrated embodiment, operational feedback provided withsensors 1326 allow controller 1302 to monitor implement operation.Controller 1302 may perform diagnostics on the attachment 1316 to verifyproper operation. For example, based on feedback from knock/vibrationsensors, controller 1302 may detect a critical bearing with excessivevibration and alert the operator via a warning message. In anotherexample, controller 1302 may detect a stuck or broken part based on adetected implement speed, i.e. by comparing the implement speed to thePTO speed. Controller 1302 may be configured to issue an audio or visualwarning to alert the operator or may in some cases prevent or limitoperation of the attachment 1316.

FIG. 58 is a flow diagram 1360 illustrating an exemplary operationperformed by vehicle control logic 1306 of FIG. 56 for configuringvehicle settings based on the detected type of attachment 1316. At block1362, utility vehicle 2 is started. At block 1364, vehicle control logic1306 detects the connection of the attachment 1316 to connector 1324.Logic 1306 detects the attachment 1316 upon the utility vehicle 2 beingstarted with the attachment 1316 connected or upon the attachment 1316being connected while the utility vehicle 2 is running. At block 1366,control logic 1306 determines if an address is claimed on the CAN bus bythe attachment 1316. In one embodiment, memory device 1328 of attachment1316 stores a CAN address that is retrieved by controller 1302 uponconnection of attachment 1316. If a CAN address is not claimed at block1366, controller 1302 operates vehicle in manual operation mode at block1368. In manual operation mode, the attachment 1316 is controlled bycontroller 1302 based on operator's controls and settings. If a CANaddress is claimed at block 1366, vehicle control logic 1306 determinesif manual override is selected at block 1370. If manual override is notselected, vehicle control logic 1306 adjusts the vehicle operationsettings at block 1372 based on the type of attachment 1316 detected.For example, control logic 1306 retrieves and implements vehicleconfiguration settings from memory 1304 that correspond to the detectedtype of attachment 1316. The type of attachment 1316 may be determinedbased on the CAN address claimed or based on another suitable identifierprovided with attachment 1316. At block 1376, vehicle control logic 1306optionally closes communication with attachment 1316. Alternatively,vehicle control logic 1306 may leave communication open and monitorssensor feedback during operation of attachment 1316.

If manual override is selected at block 1370, vehicle control unit 1306adjusts the vehicle operation settings based on operator selections. Forexample, an operator may enter a desired maximum engine and/or vehiclespeed, a two-wheel or four-wheel drive mode, or another vehicle settingvia a user interface, and control logic 1306 then implements thesesettings at block 1374. Similarly, an operator may demand a particularengine or vehicle speed (e.g., with respective manual throttle 530 andpedal 720) that overrides the stored vehicle setting normally associatedwith the detected attachment 1316. Upon an operator selection or demandbeing out of a predetermined range at block 1378, vehicle control unit1380 issues a warning to the operator at block 1380. For example, anoperator may request a vehicle setting or operation (e.g., anengine/vehicle speed) that exceeds a permitted threshold value stored atcontroller 1302. In one embodiment, controller 102 overrides theoperator's out of range demand by implementing the allowed thresholdvalue rather than the requested vehicle setting/demand. At block 1382,the operation of utility vehicle 2 is continued.

Vehicle control logic 1306 of FIG. 56 is further operative to providecruise control for utility vehicle 2 such that utility vehicle 2operates at a substantially constant vehicle speed. Referring to FIG.56, a cruise request switch 1310 coupled to and in communication withcontroller 1302 is actuated or engaged by an operator to initiate thecruise control function of utility vehicle 2. Cruise request switch1310, which includes a pushbutton, lever, or any other suitable inputdevice, may be provided with the operator controls on dashboard 49 (FIG.3) of utility vehicle 2. Upon detection of cruise request switch 1310being engaged, controller 1302 is operative to activate a treadle lockdevice 1318 that is included with swashplate controller 750 (FIG. 43).In one embodiment, treadle lock device 1318 includes a magnet that ispositioned adjacent to control lever 763 (FIG. 43) such that, whenpowered, treadle lock device 1318 fixes itself to lever 763 and holdslever 763 substantially at the current position. As such, treadle lockdevice 1318 fixes the position of the internal swashplate of pump 554 tomaintain the current vehicle speed. In one embodiment, upon the lockdevice 1318 being fixed to lever 763, an operator may move lever 763with treadle pedal 720 to a new position, and treadle lock device 1318holds lever 763 at the new position until cruise is deactivated or untillever 763 is again moved by the operator.

In one embodiment, the engagement of cruise request switch 1310 groundsan output pin coupled to controller 1302 to thereby route power to theelectronic magnet of treadle lock device 1318. Grounding the output pinagain with switch 1310 deactivates the magnet. If the output pin isgrounded for longer than a threshold time, cruise request switch 1310 isdetermined by controller 1302 to be stuck, and the cruise function isdeactivated.

FIG. 59 is a flow diagram 1400 illustrating an exemplary cruise controloperation performed by vehicle control logic 1306 of FIG. 56. At block1402, utility vehicle 2 is started. At block 1404, vehicle control logic1306 detects the actuation or engagement of cruise request switch 1310.At block 1406, vehicle control logic 1306 determines the length of timethat the switch 1310 is engaged. If switch 1310 is engaged for less thana predetermined threshold time at block 1406, vehicle control logic 1306turns off or keeps off the magnet of treadle lock device 1318 at block1408. The threshold time may be programmed as any suitable time, such asa half second, one second, etc. If switch 1310 is engaged for greaterthan the threshold time, vehicle control logic 1306 determines if theswitch 1310 had been previously engaged to turn on the cruise function.For example, vehicle control logic 1306 may examine the current engagedor disengaged state of treadle lock device 1318. If switch 1310 waspreviously engaged at block 1410, vehicle control logic 1306 deactivatesthe treadle lock device 1318 at block 1408. If switch 1310 was notpreviously engaged at block 1410, vehicle control logic 1306 determinesif the current engine speed is below a minimum threshold at block 1412.If the engine speed is below the threshold, vehicle control logic 1306turns off or does not activate the treadle lock magnet at block 1414. Assuch, the cruise control function is only activated at engine speedsgreater than a threshold. If the engine speed is above the minimumthreshold at block 1412, vehicle control logic 1306 determines if thetreadle pedal 720 is in the neutral or home position at block 1416. Ifpedal 720 is in the neutral/home position, vehicle control logic 1306turns off or does not activate the treadle lock magnet at block 1414. Ifpedal 720 is not in the neutral/home position, i.e., if vehicle is beingdriven, vehicle control logic 1306 activates the magnet of treadle lockdevice 1318 at block 1418 to activate the cruise control function. Theflow diagram 1400 returns to block 1404 following each of blocks 1408,1414, and 1418.

The term “logic” or “control logic” as used herein may include softwareand/or firmware executing on one or more programmable processors,application-specific integrated circuits (ASICs), field-programmablegate arrays (FPGAs), digital signal processors (DSPs), hardwired logic,or combinations thereof. Therefore, in accordance with the embodiments,various logic may be implemented in any appropriate fashion and wouldremain in accordance with the embodiments herein disclosed.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractices in the art to which this invention pertains.

What is claimed is:
 1. A method of controlling a vehicle, the methodincluding: controlling, by an electronic controller, a vehicle in atleast one of a forward direction and a reverse direction based on anactuation of an accelerator pedal of the vehicle, the vehicle includinga powertrain and a plurality of ground engaging members driven by thepowertrain, the powertrain including an engine, a transmission, and adrive shaft, the accelerator pedal being adjustable to control a speedand a direction of the vehicle, the direction including a forwarddirection and a reverse direction of the vehicle; detecting, by theelectronic controller, an operator demand for a change in vehicledirection based on a detected position of the accelerator pedal; andadjusting the powertrain to remove drive torque from at least one groundengaging member in response to the detecting the operator demand for thechange in vehicle direction.
 2. The method of claim 1, wherein thedetecting the operator demand for the change in vehicle directionincludes detecting, based on output from a pedal position sensor, theaccelerator pedal moving to a home pedal position, the home pedalposition being between a forward operational position of the acceleratorpedal configured to accelerate the vehicle in the forward direction anda reverse operational position of the accelerator pedal configured toaccelerate the vehicle in the reverse direction.
 3. The method of claim1, wherein the drive torque is removed from the at least one groundengaging member by adjusting the powertrain from a four-wheel drive modeto a two-wheel drive mode.
 4. The method of claim 1, wherein thepowertrain includes a front differential and a rear differential, theplurality of ground engaging members includes front ground engagingmembers and rear ground engaging members, and the adjusting thepowertrain includes disengaging at least one of the front differentialand the rear differential from the drive shaft of the powertrain toremove the drive torque from at least one of the front ground engagingmembers and the rear ground engaging members.
 5. The method of claim 4,wherein the at least one of the front differential and the reardifferential includes a clutch and an electromagnetic device, whereinthe electromagnetic device actuates the clutch to disengage the at leastone of the front differential and the rear differential from the driveshaft.
 6. The method of claim 4, further including re-engaging the atleast one of the front differential and the rear differential with thedrive shaft a predetermined time after disengaging the at least one ofthe front differential and the rear differential from the drive shaft tore-apply the drive torque to the at least one ground engaging member. 7.The method of claim 1, further including adjusting the powertrain tore-apply the drive torque to the at least one ground engaging member apredetermined time after the drive torque is removed from the at leastone ground engaging member.
 8. The method of claim 7, wherein thepredetermined time is less than or equal to one second.
 9. The method ofclaim 1, wherein the accelerator pedal is mechanically coupled to thepowertrain with at least one cable, and wherein actuation of theaccelerator pedal is configured to control a throttle of the engine anda hydraulic pump of the transmission.
 10. A vehicle including: aplurality of ground engaging members; a frame supported by the pluralityof ground engaging members; a powertrain supported by the frame andincluding an engine, a transmission, and a drive shaft; an acceleratorpedal configured to control a speed and a direction of the vehicle, thedirection including a forward direction and a reverse direction of thevehicle; a pedal position sensor; and an electronic controller incommunication with the pedal position sensor for detecting a position ofthe accelerator pedal, wherein the controller is operative to identifyan operator demand for a change in vehicle direction based on a detectedposition of the accelerator pedal and to adjust the powertrain to removedrive torque from at least one ground engaging member in response toidentifying the operator demand for the change in vehicle direction. 11.The vehicle of claim 10, wherein the controller identifies the operatordemand for the change in vehicle direction by detecting, based on thedetected position of the accelerator pedal, the accelerator pedal movingto a home pedal position, and wherein the home pedal position is betweena forward operational position of the accelerator pedal configured toaccelerate the vehicle in the forward direction and a reverseoperational position of the accelerator pedal configured to acceleratethe vehicle in the reverse direction.
 12. The vehicle of claim 10,wherein the controller adjusts the powertrain from a four-wheel drivemode to a two-wheel drive mode to remove the drive torque from the atleast one ground engaging member.
 13. The vehicle of claim 10, whereinthe powertrain further includes a front differential and a reardifferential, the plurality of ground engaging member includes frontground engaging members and rear ground engaging members, and thecontroller adjusts the powertrain by disengaging at least one of thefront differential and the rear differential from the drive shaft of thepowertrain to remove the drive torque from at least one of the frontground engaging members and the rear ground engaging members.
 14. Thevehicle of claim 13, wherein the at least one of the front differentialand the rear differential includes a clutch and an electromagneticdevice, and wherein the controller controls the electromagnetic deviceto actuate the clutch to disengage the at least one of the frontdifferential and the rear differential from the drive shaft.
 15. Thevehicle of claim 14, wherein the controller is further operative tore-engage the at least one of the front differential and the reardifferential with the drive shaft a predetermined time after disengagingthe at least one of the front differential and the rear differentialfrom the drive shaft to re-apply the drive torque to the at least oneground engaging member.
 16. The vehicle of claim 10, wherein thecontroller is further operative to adjust the powertrain to re-apply thedrive torque to the at least one ground engaging member a predeterminedtime after the drive torque is removed from the at least one groundengaging member.
 17. The vehicle of claim 16, wherein the predeterminedtime is less than or equal to one second.
 18. The vehicle of claim 10,wherein the accelerator pedal is mechanically coupled to the powertrainwith at least one cable, the transmission includes a hydrostatictransmission, and actuation of the accelerator pedal is configured tocontrol a throttle of the engine and a hydraulic pump of the hydrostatictransmission.
 19. The vehicle of claim 18, wherein the pedal positionsensor comprises a limit switch.
 20. The method of claim 1, wherein thedetecting the operator demand for the change in vehicle directionincludes detecting, based on output from a pedal position sensor, theaccelerator pedal passing through a predetermined pedal position.